Forklift controller

Abstract: The forklift controller (25) changes the speed of the actuator, corresponding to the operational angle of the lift lever (22), and then changes the vehicle speed, corresponding to the amount of depression of an accelerator (24). This allows the controller to control the throttle opening corresponding to the operational angle of the lift lever, and together controls the amount of depression of the accelerator. During running without being loaded, the forklift controller changes the vehicle speed, corresponding to the amount of depression of the accelerator, and together determines the number of revolutions of the engine to the throttle opening so that the optimum fuel consumption can be obtained. The controller controls the throttle opening and speed ratio so that the vehicle speed and number of revolutions of the engine can be controlled.

Description: The present invention relates to a forklift controller according to the preamble of claim 1 or 10. Such a forklift controller is known from the DE-A-35 08 155. From DE-A-35 08 055 one can learn that inherent to speed controlled diesel engines with a certain throttle opening the speed is always constant, whatever the corresponding control mechanism is. No throttle control is required since with a certain throttle opening the speed is always constant due to the internal speed control of diesel engines. From this one can conclude to employ a speed controlled diesel engine with a forklift in order to make sure that the engine speed and thus the operation speed of the forklift always correspond to a certain setting which in turn corresponds to a certain throttle opening. However, this technical solution of maintaining the lifting operation speed of a forklift at a target value will not work in case of changing conditions of the road on which the forklift travels. Namely, the speed of the engine with the known forklift controller remains constant with a certain throttle opening only if the changing load does not exceed a maximum. A further ordinary example of a conventional forklift controller has a configuration wherein the output shaft of the engine and the wheel are connected via a stagged transmission having a sliding factor. A lifting driving actuator of the lift cylinder is connected to the output shaft of the engine via a fixed pump. In addition, this controller is equipped with an accelerator pedal directly connected to the throttle valve of the engine and a clutch pedal (for a forklift truck with an automatic transmission, this is referred to as an inching pedal) as an interconnection means of the wheel to the output shaft of the engine through operation of the sliding factor, thus adjusting the vehicle speed and lifting speed via these two pedals. Specifically, only during a lifting operation in a stopped position, the lifting speed is adjusted by an amount of depression of the accelerator pedal when the clutch is released. Also, the vehicle speed is adjusted by the amount of depression of the accelerator pedal only when running/moving after the lifting operation at a stopped position when the clutch pedal is connected. However, with this type of forklift, in many cases, the vehicle body is moving at a desirable speed when the lift is elevated, that is, moving while lifted. The forklift equipped with the conventional controller adjusts both the vehicle speed and lifting speed through the stepping action (depression) on the accelerator pedal. Thus, it is impossible to independently operate only the vehicle speed or number of revolutions of the engine. Therefore, an operator has no method to get a desirable vehicle speed and lifting speed other than searching for a balanced point of both speeds of the accelerator and clutch through simultaneous operation thereof. Thus, the conventional forklift has problems because operation for proper lifting while running is difficult and a higher level of skill is required for the operator. Some conventional forklifts wherein the vehicle speed control had been controlled from the standpoint of improvement of the operation ability have been known. However, no forklifts wherein the fuel consumption factor had been considered exist. That is, in the conventional forklift as mentioned above, the target value of the vehicle speed is set depending on the amount of depression of the accelerator pedal. The accelerator is depressed and then its operating amount is conveyed to the throttle valve via wires. Thus, immediately after the throttle valve is closed and the engine is accelerated, only the speed ratio of the transmission is changed upward to the motive power transmission status where the vehicle speed obtains a target value to the number of revolutions of the engine. Therefore, the number of revolutions of the engine increases as the opening of the throttle increases. However, one of the engine characteristics is that the target number of revolutions of the engine also has an optimum fuel consumption for the throttle opening. The conventional forklift has a problem that as the number of revolutions of the engine actually increases, and thus changes with no relation to the optimum fuel consumption conditions, the fuel consumption rate worsens and a great deal of loss occurs during full operation. The object of the present invention is to provide a forklift controller which controls the throttle opening of the engine such that a certain target value of the number of revolutions of the engine is obtained and which controls the transmission between the engine and the wheel of the forklift such that a certain desired speed of the vehicle is obtained. This object is obtained by the construction mentioned in the characterizing part of claim 1 or claim 10, respectively. Preferred embodiments of the controller according to the present invention are subject matter of the claims 2 to 9 and 11 to 13, respectively. Preferred embodiments of the present invention are described in the following in connection with the drawings in which: Fig.1 is a schematic block diagram illustrating the first preferred embodiment of the present invention; Fig.2 is a graph for illustrating the HST action in Fig.1; Fig.3 is a graph illustrating a change of the speed ratio corresponding to Fig.2; Fig.4 is a graph illustrating the relationship between the tilting angle α of the lift lever and the detection angle  in the first preferred embodiment of the present invention; Fig.5 is a configurational explanatory drawing of the first preferred embodiment of the present invention; Fig.6 is a flow chart illustrating the control outline to be executed by the controller, of the first preferred embodiment of the present invention; Fig.7 is a graph illustrating the relationship between the detection angle  and the output THL of the throttle valve control actuator in the first preferred embodiment of the present invention; Fig.8 is a graph illustrating the relationship between the throttle opening THL and the target number of revolutions of the engine - SE in the first preferred embodiment of the present invention; Fig.9 is a graph illustrating the relationship between the tilting angle α of the lift lever and the target number of revolutions of the engine in the first preferred embodiment of the present invention; Fig.10 is a conceptual drawing illustrating the configuration in the second preferred embodiment of the present invention; Fig.11 is a configurational explanatory drawing in the second preferred embodiment of the present invention; Fig.12 is a block diagram illustrating the control outline in the second preferred embodiment of the present invention; Fig.13 is a graph illustrating the relationship between the vehicle speed, and load torque, in the second embodiment of the present invention; Fig.14 is a drawing describing the optimum fuel consumption line stored in a map in the second preferred embodiment of the present invention; Fig.15 is a drawing describing the relationship between the invention of first embodiment and that of second embodiment; Fig.16 is a configuration explanatory drawing illustrating another embodiment wherein the first embodiment of the present invention and the second embodiment are together applied; Fig.17 is a flow chart illustrating the control outline executed by the device for determining the number of revolutions of the engine in Fig.16. The following are the preferred embodiments of the present invention described with reference to the drawings. The forklift whereto the controller corresponding to the first preferred embodiment of the present invention is applied, as shown in Fig.1, connects the input shaft 1a of the pump to the engine 5. The motor output shaft 2a of the motor is connected to the wheel 6, using the stepless transmission 4 referred to as HST. The HST combines the variable displacement pump 1 and variable capacity motor 2 using the hydraulic circuit 3. The engine 5 is equipped with a throttle valve control actuator 5a. When an actuator driving signal S(ACT) is provided from the fuel injection system controller 7 to the actuator 5a, this actuator 5a drives the throttle valve (not illustrated in the figure) to achieve the required throttle opening THL. On the other hand, if HST 4 makes the capacity of the pump 1 Dp, the number of revolutions of the pump input shaft 1a Np, the capacity of the motor 2 Dm and the number of revolutions of the motor output shaft 2a Nm, assuming that the maximum displacement - Dp max. and Dm max. are mutually equal, and additionally assuming that the hydraulic circuit 3 has no leak, the relationship of Dp x Np = Dm x Nm is established and the speed ratio is expressed as e = Nm/Np = Dp/Dm . This speed ratio can be adjusted infinitely by changing the pump displacement Dp or motor capacity Dm. That is, as shown in Fig.2, HST 4 has a characteristic that initially changing the pump displacement Dp from zero(0) to the maximum of Dp while maintaining the motor capacity Dm at the maximum of Dm, causes the speed ratio e to vary in the range of 0≤e≤1, as shown in Fig.3. Additionally, changing the pump displacement Dm from the maximum of Dm to zero(0) while maintaining the pump displacement Dp at the maximum of Dp, causes the speed ratio e to vary in the range of 1≤e. Discharged oil is supplied to the lift cylinder 10 - an actuator, via the directional control valve 9 by connecting the fixed pump 8 to the pump input shaft 1a via the gears, and then driving this fixed pump 8 with the motive power of the engine 5. In this case, as the discharge flow Q of the fixed pump 8 is schematically proportional to the number of revolutions of the variable displacement pump - Dp, and in turn it is schematically proportional to the number of revolutions of the engine - SE, the lift cylinder 10 operates at the speed Va corresponding to the number of revolutions of the engine - SE, thus thereby elevating the lift 11. In the forklift as mentioned above, the controller, the first embodiment of the present invention, is equipped with 1) a detecting means 21 of the number of revolutions of the engine - the lifting speed detecting means; 2) a vehicle speed detecting means 23 for detecting the vehicle speed; 3) a lifting speed setting means comprising a lift lever 22 and an angle detecting means 22c and 4) a controller 25 which functions as the throttle opening controlling means and speed ratio controlling means. In more detail, the detecting means 21 of the number of revolutions of the engine is an encoder mounted on the crankshaft of the engine 5 or the pump input shaft 1a. It detects the number of revolutions of the engine - SE, converts the number of revolutions - SE into an electric signal and then outputs it. The fixed pump 8 discharges the oil of the flow Q proportional to SE x Dr, if the pump displacement is Dr. The lifting speed Va of the lift cylinder 10 driven by the oil becomes proportional to the number of revolutions of the engine - SE. Therefore, in this embodiment, the number of revolutions of the engine - SE is detected instead of the lifting speed Va. The lift lever 22 is equipped with an offsetting spring 22b, which is capable of being tilted around the rotary supporting point and used for automatic return thereof to the neutral position N, and an angle detection means 22c such as a potentiometer for detecting the tilting angle α produced by the lift lever 22's forward-backward tilting depending on the direction of the work with reference to the neutral position N. The controller 25 inputs the detection angle  corresponding to the tilting angle α and determines the number of revolutions of the engine - SE0 corresponding to the target value Va0 of the lifting speed by the prespecified map or operation expression. This lift lever 22, being connected to one end of the directional control valve 9, changes-over the directional control valve 9 in interlocking with the operation of the lift lever 22, thus thereby causing the fixed pump 8 to communicate with one or another pressure rooms of the lift cylinder 10. The relationship between the tilting angle α and detection angle  is, in what is called a play - dead zone, mounted in the vicinity of the neutral position N as shown in Fig.4, and the detection angle  is output linearly to the tilting angle α exceeding the play - dead zone. The vehicle speed detecting means 23 is the encoder mounted in addition to the vehicle shaft, that is the motor output shaft 2a. It converts the vehicle speed V corresponding to the number of revolutions of the shaft 2a - Nm into an electric signal and then outputs it. The accelerator 24 is not combined with the throttle valve in the engine 5, and the amount of depression of the accelerator - ACC is converted into an electric signal by the means 24a for detecting the amount of depression of the accelerator and then it is output. The controller 25 inputs the amount of depression - ACC and determines the target value V0 of the vehicle speed corresponding to the amount of depression - ACC by the prespecified map or operation expression. The means 24a for detecting the amount of depression on the accelerator, for example, can be achieved by mounting the rotary potentiometer on the rotation shaft of the accelerator 24. The controller 25 comprises an ordinary microcomputer system equipped with, for example, a CPU, memory, interface, etc. The controller 25 inputs the number of revolutions of the engine - SE, detection angle , vehicle speed V and amount of depression of the accelerator - ACC, and executes the integrated program, and then it outputs the necessary control signal to the HST 4 and the controller 7 of the fuel injection system. Fig.5 is a block diagram of the first preferred embodiment of the above-mentioned present invention and the section enclosed by dotted lines is a block diagram of the function of the controller 25. In Fig.5, 25a is a means for determining the vehicle speed. It inputs the amount of depression of the accelerator - ACC from the means 24a for detecting the amount of depression of the accelerator, and then determines the target value, V0, of the vehicle speed corresponding to the amount of depression - ACC by a map or operation expression in which the target value V0 of the vehicle speed considered optimum to the input amount of depression on the accelerator - ACC has been determined. Specifically, in the map, for example, the setting for a linear correspondence of the amount of depression of the accelerator - ACC and the target value V0 of the vehicle speed has been made. 25b is the first comparison unit. It compares the target value V0 of the vehicle speed specified by the vehicle speed determining means 25a with the actual vehicle speed V detected by the vehicle speed detecting means 23, and then outputs the deviation ε1 to the operation means 25e. On the other hand, 25c is a means for determining the number of revolutions of the engine, inputs the detection angle  corresponding to the tilting angle α of the lift lever 22 and then determines the target value, SE0 of the number of revolutions of the engine corresponding to the target value Va0 of the lifting speed by the prespecified map or operation expression. 25d is the second comparison unit. It compares the target value SE0 of the number of revolutions of the engine specified by the means 25c for detecting the number of revolutions of the engine with the actual number of revolutions of the engine - SE detected by the means for detecting the number of revolutions of the engine, and outputs the deviation thereof ε2 to the operation means 25e. The operation means 25e outputs the control signal S(e) to HST 4 so that the deviation ε1 becomes zero (0), and it outputs the control signal S(THL) so that the deviation ε2 becomes zero(0), thereby controlling the throttle valve. Fig.6 is a flow chart illustrating the outline of the program. The following are the description of the operation of the controller 25 according to this flow chart. This program runs per prescribed gate time and then executes the command. Initially when the operator is depressing on the accelerator 24, the means 25a for determining the vehicle speed of the controller 25 inputs the amount of depression - ACC at step S1 and then determines the target value V0 of the vehicle speed corresponding to the amount of depression - ACC at step S2. When the operator is operating the lift lever 22, the means 25C for determining the number of revolutions of the engine of the controller 25 inputs the detection angle  corresponding to the tilting angle α, at step S4, determines the target value, Va0, of the lifting speed corresponding to the tilting angle  at step S3 and then converts it into the target value SE0 of the number of revolutions of the engine. The second comparison unit 25d of the controller 25 outputs the deviation ε2 while comparing the number of revolutions of the engine - SE input from the means 21 for detecting the number of revolutions of the engine with the target value, SE0. If the number of revolutions of the engine - SE is greater than the target value SE0 on the basis of the deviation ε2, the operation means 25e outputs the control signal S(THL) for decreasing the throttle opening THL to the controller 7 of the fuel injection system. If SE is lower than the target value SE0, the operation means outputs the control signal S(THL) for increasing the throttle opening THL to the controller 7 of the fuel injection system. Thus, the necessary actuator control signal S(ACT) is output from the controller 7 of the fuel injection system to the engine 5. Fig.7 shows the relationship between the prespecified detection angle  and target throttle opening THL, and Fig.8 shows the relationship between the throttle opening degree THL controlled by the controller and the number of revolutions of the engine - SE (however, in a nonloaded state). This causes the number of revolutions of the engine - SE to vary to the tilting angle α of the lift lever 22, as shown in Fig.9. As mentioned above, at step S6, the number of revolutions of the engine - SE converges on the target value, SE0 corresponding to the tilting angle α, and the lifting speed Va is maintained at the target value Va0 corresponding to the detection angle . The controller 25 functions as the throttle opening controlling means. It also functions as the speed ratio controlling means of the present invention at step S7. That is, the first comparison unit 25b of the controller 25 outputs the deviation ε1 while comparing the vehicle speed V input from the vehicle speed detecting means 23 with the target value V0. If the vehicle speed V is greater than the target value V0 on the basis of the deviation ε1, the operation means 25e outputs the control signal S(e) for decreasing the speed ratio e to HST 4. If the vehicle speed is lower than the target value V0, 25e outputs the control signal S(e) for increasing the speed ratio e to HST 4. Thus, the pump displacement Dp and/or motor capacity Dm are changed and the vehicle speed V converges on the target value V0 at step S8. This causes the vehicle speed V to correspond to the amount of depression of the accelerator 24 - ACC. As mentioned above, the controller of the forklift relating to the first preferred embodiment of the present invention achieves a lifting speed Va corresponding to the detection angle  of the lift lever 22, thus leading to an achievement of the vehicle speed V corresponding to the amount of depression of the accelerator 24 - ACC. Because of this, in the forklift having this controller, the operator controls the lifting speed Va only by operating the lift lever 22, and this enables the vehicle speed V to be controlled only by operation of the accelerator 24, resulting in an excellent effect which remarkably improve the operation ability of the forklift during running while lifted, compared with the conventional forklift controller. The specific configuration of each unit is not limited only to the above-mentioned embodiments. For example, in the above-mentioned embodiments, the elevating operation of the lift was mentioned as the lifting operation, but the circumstance is quite the same also to both of the forward tilting/backward tilting operation of the mast. In this case, it is preferable that the above-mentioned lift cylinder is displaced by the tilt cylinder and the lift lever is displaced by the tilt lever. Fig.10 shows the controller of the forklift according to the second preferred embodiment of the present invention. In the second preferred embodiment, the forklift performs the optimum fuel consumption control during running without the loading work. In Fig.10, the section common to Fig.1 showing the first preferred embodiment is attached with the common codes. The lifting operation means such as the fixed pump 8 and lift lever 22 are omitted. The controller of the forklift, in the second preferred embodiment of the present invention comprises a means 21 for detecting the number of revolutions of the engine, a vehicle speed detecting 23 for detecting the vehicle speed and a throttle opening detecting means 26 and a controller 30 which sets the target number of revolutions of the engine meeting the optimum fuel consumption conditions to the throttle opening detected by the throttle opening detecting means 26 and controls throttle opening of said engine so that the number of revolutions of the engine detected by the number of revolutions of the engine detecting means is maintained at the target number of revolutions of the engine. Additionally, the controller 30 controls the speed ratio of the hydrodynamic transmission so that the vehicle speed detected by the vehicle speed detecting means 23 is maintained at the target value provided by the accelerator 24. The operation of HST 4 shown in Figs. 2 and 3 described in the first preferred embodiment of the present invention is the same as that of HST 4 shown in the second preferred embodiment of the present invention. The throttle opening detecting means 26 is, for example, the potentiometer mounted in addition to the throttle valve driving shaft or throttle valve controlling actuator 5a. It converts the throttle opening THL into an electric signal and then outputs it. The controller 30, for example, comprises an ordinary microcomputer system equipped with a CPU, memory, interface, etc. Fig. 11 is a block diagram of the second embodiment of the present invention, and the section enclosed with dotted lines is a block diagram of the function of the controller 30. As shown in Fig.11, 30a is the vehicle speed determining means having the MAP1 wherein the target value V0 considered optimum to the amount of depression of the accelerator - ACC from the standpoint of the operational ability, etc has been determined. 30c is the means for determining the number of revolutions of the engine having the MAP2 wherein the target number of revolutions of the engine - SE0 meeting the optimum fuel consumption conditions to the throttle opening THL has been determined. Specifically, in the MAP1, for example, the setting allowing an approximately linear correspondence of the amount of depression of the accelerator - ACC and target value V0 of the vehicle speed has been made. In MAP2, the optimum fuel consumption curve, illustrated in Fig. 14, has been stored. That is, as clarified from the SE-TE curve in Fig. 14, if the throttle opening THL is determined, the number of revolutions of the engine - SE and the engine output torque TE are positioned at some peculiar point on the curve. On this curve, the number of revolutions of the engine - SE meeting the optimum fuel consumption conditions to the throttle opening exists only at one (1) point, and putting the points in a row over the throttle opening THL forms the optimum fuel consumption curve. 30b is the first comparison unit which outputs the deviation ε1 while comparing the actual vehicle speed V with the target value V0 of the vehicle speed. 30d is the secondary comparison unit which outputs the deviation ε2 while comparing the actual number of revolutions of the engine - SE with the target number of revolutions of the engine - SE0. 30e is the operation means, being equipped with the control function H 1 based on any of the PI control, PD control, PID control, etc. which are used for converting the deviation ε1 into the speed ratio control signal S(e) and outputting it, and similar control function H4 for converting the deviation ε2 into the throttle control Signal S(THL) and outputting it. 30e controls HST 4 so that the deviation ε1 becomes zero(0), and controls the throttle so that the deviation ε2 becomes zero(0). The following are the description of the outline of the control program executed by the controller 30, together with the operation of the machine system, with reference to Fig. 10, and Fig.12 illustrating the outline of the control means. Initially the description of the operational characteristics of the machine system is : (Sequence 1) In Fig.10, when the system is normal, the engine 5 rotates at a constant number of revolutions under a constant throttle opening THL, and HST 4 converts the number of revolutions - SE into the vehicle speed V of the wheel 6 at the constant speed ratio e . The vehicle speed V is also constant and the load torque TW having a degree corresponding to the vehicle speed V is added to the engine 5. H2 shown in Fig. 12 is the transfer function between the vehicle speed V and the load torque TW, showing the peculiar characteristics per mechanism, as shown in Fig.13. As shown in Fig. 14, the engine output torque TE is collectively fixed to the throttle opening THL and number of revolutions of the engine - SE. In this case, the engine output torque TE is also constant. As the load torque TW and engine output torque TE are balanced on the shafts 1a(/2a), the aforementioned number of revolutions of the engine - SE is maintained invariably. (Sequence 2-A) Next in Fig.10, when considering that the speed ratio e is increased from the normal conditions, the vehicle speed V rises, resulting in an increase in the load torque TW. Due to this, the load torque TW becomes the engine output torque TE on the axel shafts 1a(/2a) and the number of revolutions of the engine - SE lessens via the inertia which the engine 5 possesses. (Sequence 2-B) Conversely, when the speed ratio e is lessened from the ordinary conditions, the vehicle speed V de-creases, resulting in a decrease of the load torque TW. Due to this, the load torque TW becomes lower than the engine output torque TE on the axel shafts 1a(/2a) and the number of revolutions of the engine - SE rises. (Sequence 3-A) Additionally, when considering that the throttle opening THL is increased from the normal conditions, the engine output torque TE increases. Due to this, the engine output torque TE exceeds the load torque TW on the axel shafts 1a(/2a) and the inertia which the engine 5 possesses increases the number of revolutions of the engine - SE and also raises the vehicle speed V. (Sequence 3-B) Conversely, when the throttle opening THL is lessened from the ordinary conditions, the engine output torque TE decreases. Due to this, the engine output torque TE becomes lower than the load output torque TW on the axel shafts 1a(/2a), the number of revolutions of the engine - SE lessens and the vehicle speed V also lessens. Next, the following are the description of the control operation of the second preferred embodiment of the present invention, on the basis of Fig.12. Initially when the machine system is put in the aforementioned normal conditions (sequence 1), the control system converges. That is, the actual vehicle speed V coincides with the target value V0 of the vehicle speed read out of MAP1, corresponding to the accelerator opening ACC. When the deviation ε1 is zero(0), the speed ratio signal S(e) is not output to HST 4, and HST 4 maintains the speed ratio e at that time. The number of revolutions of the engine - SE coincides with the target number of revolutions of the engine - SEO read out of MAP2, corresponding to the throttle opening THL. When the deviation ε2 is zero(0), the throttle control signal S(THL) is not output to the throttle control actuator 5a, and the throttle opening THL maintains the opening THL at that time. When the operator presses on the accelerator pedal 24, the amount of depression of the accelerator - ACC increases. The greater target value V0 of the vehicle speed is read out of MAP1, and the + deviation ε 1 is output from the first comparison unit 30b. This allows the speed ratio increase signal S(e) to be output and then be input to HST 4 via the control function H1. It results in the machine system generating the above-mentioned status change in the sequence 2-A. That is, the vehicle speed V rises and the number of revolutions of the engine - SE lessens. As the vehicle speed V is successively being fed back to the first comparison unit 30b, the vehicle speed V gradually comes nearer to the target value V0, the deviation ε reduces and the control speed of the speed ratio e gets blunt. On the other hand, if this control lessens the number of revolutions of the engine - SE, the + deviation ε2 is output also from the secondary comparison unit 30d, and the throttle opening increase signal S(THL) is output via the control function H4. This causes the machine system to cause the above-mentioned status change in the sequence 3-A. That is, the number of revolutions of the engine - SE increases and the vehicle speed V also increases. As the throttle opening THL has been converted successively into the target number of revolutions of the engine - SE0 via MAP2, and the target number of revolutions of the engine - SE0 is being fed back to the second comparison unit 30d, the number of revolutions of the engine - SE0 gradually comes closer to the target value SE0 to the throttle opening THL, the deviation ε2 is reduced and the control speed of the throttle opening THL gets blunt. Actually the status changes of the above-mentioned machine system in the sequences 2-A and 3-A occur together to the amount of depression of the accelerator - ACC and the vehicle speed V comes closer to the target value V0 corresponding to the amount of depression of the accelerator - ACC. Then the number of revolutions of the engine - SE comes closer to the target value THL0 meeting the optimum fuel consumption conditions to the throttle opening THL, and as a whole, the system converges on the normal status in the sequence 1. At that time, if the vehicle speed V is excessively greater in the sequence 3-A, this time, the deviation ε 1 output by the first comparison 30b becomes minus(-), and so the speed ratio decrease signal S(e) is output. The machine system causes the status changes of the sequences 2-B → 3-B and proceeds toward the normal status. That is, in the above-mentioned control, while the status changes of the sequences 2-A and 3-B are occurring together, it finally converges on the normal status in the sequence 1. Though the description is omitted, decreasing the amount of depression of the accelerator - ACC also leads to a control conforming with the above-mentioned control. Initially the status changes of the machine system in the sequences 2-B and 3-B occur together and in some cases, the status changes in the sequences 2-A and 3-A follow. Finally the vehicle speed V comes closer to the target value V0 corresponding to the amount of depression on the accelerator - ACC, the number of revolutions of the engine - SE comes closer to the target value THL0 meeting the optimum fuel consumption conditions to the throttle opening THL and also as a whole, the system converges on the normal status in the sequence 1. Therefore, application of the controller of the present embodiment enables the forklift not only to run at the desirable speed, but also to control the relationship between the number of revolutions of the engine and the throttle opening so that it meets the optimum fuel consumption conditions, and improves the fuel consumption securely, compared with the conventional forklift controller. Fig.15 shows the relationship between the invention of the above-mentioned first preferred embodiment of the present invention and that of the above-mentioned second preferred embodiment thereof. That is, both inventions have the common points that the speed ratio of HST is controlled by the speed ratio control means B so that the vehicle speed set by the speed setting means A can be obtained, and the throttle opening is controlled by the throttle opening control means C so that the prescribed number of revolutions of the engine can be obtained. Both inventions differ in that according to the invention of the first embodiment the number of revolutions of the engine is determined so that the desirable lifting speed set by the lifting speed setting means D can be obtained, and according to the invention of the second embodiment, the number of revolutions of the engine is determined to the throttle opening detected by the throttle opening detecting means E so that the optimum fuel consumption can be obtained during running without loading operation. Fig.16 shows the favorable embodiment for combined execution of the invention of the first embodiment and that of the second embodiment. Both outputs the detection angle  of the lift lever 22 detected by the angle detecting means 22c shown in Fig.5, and the throttle opening THL detected by the throttle opening detecting means 26 shown in Fig.11 are input into the means 31c for determining the number of revolutions of the engine. When a lifting operation is done, the number of revolutions of the engine is determined so that the desirable lifting speed can be obtained, according to the detection angle  of the lift lever 22 output from the angle detecting means 22c. When a lifting operation is not done, the number of revolutions of the engine to the throttle opening is determined so that the optimum fuel consumption can be obtained during running. Then the determined number of revolutions of the engine is output as the target number of revolutions of the engine - SE0 to the secondary comparison unit 31d. The same operation as shown in the first embodiment or second embodiment is conducted. Fig.17 is a flow chart illustrating the operation of the number of revolutions of the engine determining means 31c. Initially the detection angle  of the lift lever 22 is input from the angle detecting means 22c (sequence S11) and whether the detection angle  is zero(0) or not is determined to be (sequence S11). If the detection angle  is not determined to be zero(0), the lifting operation is determined to be being conducted, and the number of revolutions of the engine is determined so that the desired lifting speed can be obtained according to the detection angle  of the lift lever 22. Then it is output as the target number of revolutions of the engine - SE0 to the secondary comparison unit 31d (sequence S12). With this mode, the same operation as shown in the above-mentioned first embodiment of the present invention is conducted. On the other hand, if the detection angle  of the lift lever 22 is determined to be zero(0), the throttle opening THL is input from the throttle opening detecting means 26 and the number of revolutions of the engine enabling obtaining of the optimum fuel consumption to its throttle opening THL is determined. Then it is output as the target number of revolutions of the engine - SEO to the second comparison unit 31d (sequence S13). With this mode, the same operation as shown in the above-mentioned second embodiment is conducted. In the above-mentioned embodiment, the pump is of a variable displacement type, and the motor is of a variable capacity type. However, the fixed capacity type of motor is also permissible for simplification. In this case, only the pump capacity changes, resulting in the speed ratio e only changes in the range of 0≤e≤1. However, if a high speed of the forklift is not required, the change of the speed ratio e out of the range becomes effective. In addition, in this embodiment, the number of revolutions of the engine is mentioned instead of the lifting speed, but the lifting speed can also be detected directly. As described above, according to the first embodiment of the present invention, if the controller is applied to the forklift to control the lifting speed to the target value corresponding to the operational amount of the lift lever, and to control the vehicle speed to the target value corresponding to the amount of depression of the accelerator, the operator can control the lifting speed only by the lift lever and control the vehicle speed only by the accelerator, resulting in excellent effect enabling remarkable improvement of the operation ability of the forklift during lifting-running can be achieved, compared with the conventional forklift controller. According to the second embodiment of the present invention, the accelerator is separated from the throttle valve, and not only the speed ratio, but also the throttle opening are handled as the optional control parameter. This enables simultaneous execution of the optimum vehicle control corresponding to the accelerator opening and the number of revolutions of the engine control meeting the optimum fuel consumption, resulting in the remarkable effect that not only the speed operation ability of the forklift can be improved, but also running at the low fuel consumption rate can be securely conducted, compared with the conventional forklift controller. From the foregoing description of the preferred embodiment of the invention, it will be apparent that many modifications may be made therein. It should be understood that these embodiments are intended as one example of the invention only, and that the invention is not limited thereto. Therefore, it should be understood that the appended claims are intended to cover all modifications that fall within the scope of the invention.

Claims: A forklift controller for controlling the lifting speed and the vehicle speed of a forklift having a single engine (5), a hydrodynamic transmission (4) for infinitely changing the speed ratio between the engine (5) and a wheel (6) of the forklift and a lifting controlling means for lifting operation at a lifting speed corresponding to the number of revolutions of the engine (5), said forklift being driven by engine power, said controller comprising a lifting speed detecting means (21) for detecting the lifting speed, a lifting speed setting means for setting a target value of the lifting speed, a vehicle speed detecting means (23) for detecting the vehicle speed of the forklift, a vehicle speed setting means (24) for setting a target value of the vehicle speed and a speed ratio controlling means for controlling the speed ratio of the hydrodynamic transmission (4) so that the vehicle speed detected by the vehicle speed detecting means (23) is maintained at the target value set by the vehicle speed setting means (24), characterized by a throttle opening controlling means for automatically controlling the throttle opening of the engine (5) such that the lifting speed detected by the lifting speed detecting means (21) is maintained at the target value set by the lifting speed setting means (22). A forklift controller of claim 1, wherein said lifting controlling means comprises a fixed pump (8) which is driven by said engine power of said engine (5), and an actuator (10) which is driven by said fixed pump (8) and elevates a lift (11) of said forklift. A forklift controller of claim 2, further comprising a directional control valve (9) for changing-over driving direction of said actuator (10) wherein said directional control valve (9) is mounted between said fixed pump (8) and said actuator (10), said directional control valve (9) being changed-over by said lifting speed setting means. A forklift controller of claim 2, wherein a means (25c) for detecting the number of revolutions of the engine (5) is applied as said lifting speed detecting means (21). A forklift controller of claim 1, wherein said lifting speed setting means comprises a lift lever (22) mounted around a prescribed rotary supporting point so as to tilt freely, an angle detecting means (22c) for detecting a tilting angle of said lift lever (22) and a means for determining the number of revolutions of the engine (5) corresponding to a prescribed lifting speed corresponding to said tilting angle of said lift lever (22) detected by said angle detecting means (22c). A forklift controller of claim 5, wherein a dead zone is defined in a vicinity of a neutral position of said lift lever (22), and said tilting angle of said lift lever (22) exceeding said dead zone is detected by said angle detecting means (22c). A forklift controller of claim 1, wherein said vehicle speed setting means (24) comprises an accelerator not combined with the throttle valve, the amount of depression of said accelerator is converted into an electric signal used for determining the target value of the vehicle speed corresponding to the amount of depression of said accelerator. A forklift controller of claim 1, wherein said hydrodynamic transmission (4) has a motor of fixed capacity type. A forklift controller of claim 1, wherein said hydrodynamic transmission (4) has a motor of variable capacity type and a pump of variable displacement type. A forklift controller for controlling the lifting speed and the vehicle speed of a forklift having a single engine (5) and a hydrodynamic transmission (4) for infinitely changing the speed ratio between the engine (5) and a wheel (6) of the forklift, said controller comprising a vehicle speed detecting means (23) for detecting the vehicle speed of the forklift, a vehicle speed setting means (24) for setting a target value of the vehicle speed, a detecting means (26) for detecting the throttle opening of the engine (5) and a speed ratio controlling means for controlling the speed ratio of the hydrodynamic transmission (4) such that the vehicle speed detected by the vehicle speed detecting means (23) is maintained at the target value set by the vehicle speed setting means (24), characterized by a setting means for setting a target number of revolutions of the engine meeting optimal fuel consumption conditions to the throttle opening detected by the throttle opening detecting means (26) and a throttle opening controlling means for controlling the throttle opening of the engine such that by only controlling the throttle opening the number of revolution of the engine (5) detected by the corresponding detecting means (25c) is maintained at the target value set by the setting means for setting the number of revolutions of the engine (5). A forklift controller of claim 10, wherein said vehicle speed setting means (24) comprises an accelerator not combined with the throttle valve, the amount of depression of said accelerator is converted into an electric signal for determining the target value of the vehicle speed corresponding to the amount of depression of said accelerator. A forklift controller of claim 10, wherein said hydrodynamic transmission (4) has a motor of fixed capacity type. A forklift controller of claim 10, wherein said hydrodynamic transmission (4) has a motor of variable capacity type and a pump of variable displacement type.

Inventors: MURAKAMI HIROAKI, NISHIMURA RYUHEI, YAMAMURA SHINYA, MURAKAMI, HIROAKI, NISHIMURA, RYUHEI, YAMAMURA, SHINYA, MURAKAMI, HIROAKI, C/O SHIMADZU CORPORATION, NISHIMURA, RYUHEI, C/O SHIMADZU CORPORATION, YAMAMURA, SHINYA, C/O SHIMADZU CORPORATION
Applicants: SHIMADZU CORP, SHIMADZU CORPORATION
Application year: 1994
Main classification: B60K41
IPC codes: B66F9, B60W30